Internal-combustion engine.



A. L. RlKER.

INTERNAL COMBUSTION ENGINEl APPLICATION FILED MAR. 24.1910- v I 56,038., Patented Oct. 5, 1915.

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A. L. BIKER. mrERNAL coMBusnoN ENGlNE.

APPLICATION Fl LED MAR. 24,1-910- A 1156,038 Patented Oct. 5, 1915.

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Inv/vertier; lndrewli/cer UNITED STATES PATENT oEEIoE.

ANDREW L. RIKER, OF BRIDGEPORT, CONNECTICUT, ASSIGNOR T0 TI-IE LOCOMOBILE jCOMPANY OF AMERICA, OF NEW YORK, N. Y., A CORPORATION OF WEST VIRGINIA.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Oct. 5, 1915.

Application led March 24, 1910. Serial No. 551,302.

To all 'whom t may concern: v

Be it known that I, ANDREW L. BIKER, a citizen of vthe United States, and a resident of Bridgeport, in the county of Fairfieldand State of Connecticut, have invented an Improvement in Internal-Combustion. Engines, (Case of which the-following description, in connection with the accompanying drawings, is a specification, like letters on the drawings representing like parts.

This invention relates to internal combustion engines and consists in improvements both in the operation and construction thereof. M v

The invention will bebest understood by reference to the following description when taken in connection with the accompanying illustration of one specific embodiment thereof, the scope of the invention being particularly pointed out in the appended claim.

In the drawings, Figure l is a vertical, sectional elevation taken through a cylinder and the crank casing of a multiple'cylinder engine embodying one form of the invention; Fig. 2 is a view in side elevation and vertical section of one form of means for operating the combined admission and eX- haust valve; and Figs. 3 to 6 inclusive rep'- resent the four positions assumed by said valve during a complete cycle of operations of the engine, and are transverse sections upon the line 3 3 of Fig. 1.

Referring to the drawings and to that em# bodiment of my vinvention herein selected for illustrative purposes, I have there shown the construction of one cylinder of a fourcylinder engine. This engine is illustrated 4as'of a size and form suitable for automobile use, Vbut it is thus shown for illustrative purposes only, the invention being' independent of the form, type or size of engine employed, and also independent of its utilization in an engine having either a single cylinder or a plurality of cylinders.

The engine is shown as supported upon the crank casing l in which is suitably journaled the engine crank shaft 2- having a crank and crank pin connection 3 to the piston rod 4- which latter has a trunk connection to the cylinder piston 5. The piston is ada ted to reciprocate within a suitable and pre erably upright cylinder 6, the latter be ing shown herein as surrounded by the tially encircling the same.

usual water jacket 7 and having its end closed by an appropriately shaped head 8, preferably integral with the cylinder and into which latter is fitted the usual ignition apparatus 8. The latter may be of any suitable nature, but herein is of the jumpspark type having'electric connections to a suitable high potential source of current.

While my invention as to ,certain of its features is not limited to the type of engine employed, the particular form of engine shown is `constructed to operate upon the Otto or four-cycle principle and presents features of novelty in its mode of operation, particularly in respect to the introduction of the fuel charged air into the working cylinder of the engine and the discharge of the spent gases therefrom. Designed to coperate particularly with this type of engine, but having also useful application -to-engines which are functionally and constructionally quite different from the one described, there are provided various features of novelty to be hereinafter more particularlypointed out.

The admission pipe for the fuelmixture is indicated at 9, it being preferably at one side of and at the head end of the cylinder and communicates with a passage 10 forme-d therein adjacent the head. j

The exhaust pipe 11 is in communication withan exhaust passage 12 formed inthe 'cylinder and preferably adjacent the head thereof, vand as shown in Fi s. 3 to 6, parreferably the inletl passage 10 and the exhaust passage 12 communicate with the interior ofthe cylinder at substantially right angles to each other, as shown in Figs. 3 to 6, and preferably at substantially equal distances from the head end of the cylinder, to permit the utilization of a single valve acting both as an inlet and exhaust valve. The said combined valve may be of any .suitable construction and may be operated in any suitable manner. Herein I have represented the same as a rotatable valve 13' of substantially frusto-conical form, the small end of the valve being seated at 14 against the head of the cylinder and the lower and larger end erated in any suitable manner. Preferably,

however, it is rotated from the crank shaft 2 by suitable gearing. As indicated in Figs. 1 and 2, the valve is provided with a sleeve 17 centrally mounted in the head of the cylinder and receiving within it the ignition plug 8, and provided with a skew gear 18 meshing with a similar gear 19 upon a stud' sha-ft 20 carried by the cylinder head. Any suitable connection may be provided between said stud shaft 20 and the crank shaft 2. Preferably, however, l provide an upright shaft 21 connected by beveled gearing 22 and 23 at its upper and lower ends to the said stud shaft and the crank shaft respectively, a spur gear 24 and pinion 25 connecting'said spur gearing 23 to the crank shaft.

As heretoforp stated, the engine herein disclosed operates upon the four-cycle principle and preferablyv the combined inlet and exhaust valve makes one complete rotation to two complete rotationsv of the crank shaft. The valveds provided with a port 26 adapted to beplaced alternately in communication with the fuel mixture inlet passage 10 and the exhaust passage 12, the latter, as previously stated, being arranged quartering with respect to each other.

rl`he cycle of operations is preferably substantially as follows At the commencement of a cycle of operations the piston 5 is in its extreme upper position and the valve 13 is closed to both the inlet and exhaust passages 10 and 12 respectively, as indicated 1n Fig. 3. As the piston commences its.

downward or suction stroke, the valve port begins to open to the` inlet passage 10 and at the completion of the said suction stroke, the valve has rotated sufficiently to close the inlet passage l0. During the upward or compression stroke of the pis-ton the valve completes the cycle of operations.`

Having thus described one illustrative embodiment of my invention, I desireit to be understood that although specific terms are employed, they are used in a generic and descriptive sense and not for purposes of limitation, the scope of the invention being set forth in the 'following claim:

An internal combustion engine comprising in combination, a cylinder having admission and exhaust passages, a piston reciprocable in said cylinder, a combined admission and exhaust valve located in an end of the cylinder and having a single port, said valve having a frusto-eonical surface spaced from the wall of said cylinder and other narrow surfaces presenting .small areas bearing against the end and side walls respectively of the cylinder and means for operating said valve to place said port in communication with the admission passage during one stroke and with the exhaust passage during another stroke of the piston.

In testimony whereof, 1 have signed my name tojthis specification, in the presence of two subscribing witnesses.

- ANDREW L. RlKER.

Witnesses:

. Jl. A.- KINGMAN,

R. M. YOUNG. 

